U.S. patent number 7,171,955 [Application Number 10/930,998] was granted by the patent office on 2007-02-06 for flowing fluid conditioner.
Invention is credited to Michael T. Perkins.
United States Patent |
7,171,955 |
Perkins |
February 6, 2007 |
Flowing fluid conditioner
Abstract
A method and system for temperature conditioning of engine
intake air by use of controllable intercooler which consists of an
active thermoelectric device and a controllable valve system which
optimally directs the path of airflow through a plurality of
chambers in response to signals from a controller in order to
optimally provide temperature conditioned air to the engine. System
features temperature storage isolated from heat soaked engine
components allowing immediate and efficient conditioning of airflow
into an internal combustion engine. Intelligent control of this
device removes parasitic power drains during high demand
situations.
Inventors: |
Perkins; Michael T. (Austin,
TX) |
Family
ID: |
34526724 |
Appl.
No.: |
10/930,998 |
Filed: |
August 31, 2004 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20050081834 A1 |
Apr 21, 2005 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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60512470 |
Oct 20, 2003 |
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Current U.S.
Class: |
123/563; 60/599;
123/41.1; 374/E13.006 |
Current CPC
Class: |
F02B
29/0493 (20130101); G01K 13/02 (20130101); F02B
29/0418 (20130101); F02B 29/0481 (20130101); Y02T
10/166 (20130101); G01K 2205/00 (20130101); Y02T
10/12 (20130101); Y02T 10/146 (20130101) |
Current International
Class: |
F02B
33/00 (20060101); F01P 7/14 (20060101); F02B
29/04 (20060101) |
Field of
Search: |
;123/555-556,563,549,543,41.1 ;60/599 ;62/3.2,3.3,3.7 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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2231142 |
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Nov 1990 |
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GB |
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403134229 |
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Jun 1991 |
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JP |
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Primary Examiner: Trieu; Thai-Ba
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATION
This Application claims the benefit of Provisional Patent
Application Ser. No. 60/512,470 filed Oct. 20, 2003
Claims
What is claimed is:
1. A controllable intercooler system, the system comprising: an
engine airflow diverter means for selecting a pathway for engine
aspiration; means for measuring the temperature of an insulated
thermally conductive core; means for regulating the amount of
current driving a thermoelectric heater; and a control means which
responds to engine load signal commands by selecting said
pathway.
2. The system according to claim 1, wherein the thermoelectric
heater has an associated heat exchanger core and is contained
within a thermally insulated shell.
3. The system according to claim 1, wherein the thermally insulated
shell enclosure uses multiple insulating layers of composites
improving thermal isolation.
4. The system according to claim 1, wherein the engine airflow
diverter selects between multiple air pathways, which are contained
within a single housing.
5. The system according to claim 1, wherein said control device
includes means to store computer programs and follow specific
algorithms in accordance with stored programs and internal and
external sensors.
6. The system according to claim 1, where improved insulation
around intercooler core enables improved thermal storage preventing
heat or cold losses from the thermally insulated shell thereby
providing a reservoir of BTUs.
7. The system according to claim 1, where improved insulation
around the core prevents heat soak and resulting temperature
increases in the air provided by the intercooler.
8. The system according to claim 1, where separate intakes allow
bypassing intercooler core to aid in thermal storage.
9. The system according to claim 1, where the system selects (using
diverter butterfly valves) between straight input to engine or
intercooler exposure thereby providing the ability to cool (or
warm) incoming air by accessing reservoir of BTUs.
10. The system according to claim 1, where the system interfaces
with a CPU for reduced emissions.
11. The system according to claim 1, where the system interfaces
with the CPU for an improved performance.
12. The system according to claim 1, where the system interfaces
with the CPU for an improved drivability.
13. The system according to claim 1, which has means to respond to
command signals based on a plurality of sensor data including
engine load or air temperatures and then controlling the heating or
cooling of the thermoelectric element and the incoming air diverter
selection of the air pathway.
14. An apparatus for controlling temperature conditioning of an
internal combustion engine intake air, comprising: means for
exchanging heat through a conductive core; means for selecting from
a plurality of pathways for the internal combustion engine intake
air; means to respond to input signal commands by selecting said
pathway; means for reducing thermal transfer by containment of the
conductive core within a double walled insulating shell; means for
measuring the temperature of the conductive core; and means for
conditioning which heats or cools the conductive core in response
to a changing current or voltage signal.
15. The apparatus for temperature conditioning of an internal
combustion engine intake air of claim 14, wherein the apparatus is
an intercooler for an internal combustion engine.
16. The apparatus for temperature conditioning of an internal
combustion engine intake air according to claim 14, wherein a CPU
interface is an engine load determining means for sensing throttle
setting or engine load and determining optimum air inlet
temperature.
17. The a apparatus for temperature conditioning of an internal
combustion engine intake air according to claim 14, wherein the
means for selecting pathways is an engine airflow diverter for
engine intake air for aspiration.
18. The apparatus for temperature conditioning of an internal
combustion engine intake air according to claim 14, wherein the
means for temperature-conditioning is a thermoelectric cooler or
thermotunneling device.
19. The apparatus for temperature conditioning of an internal
combustion engine intake air according to claim 14, wherein the
means for temperature-conditioning has a radiator with forced air
induction.
Description
FEDERALLY SPONSORED RESEARCH
Not Applicable
SEQUENCE LISTING OR PROGRAM
Not Applicable
BACKGROUND--FIELD OF THE INVENTION
This invention relates to systems for temperature conditioning of
flowing fluids by using active conditioning devices. Specifically
for cooling or heating of flowing fluids in applications that
require efficiency in size, reliability, weight, flexibility and
on-demand capability.
BACKGROUND--DESCRIPTION OF PRIOR ART
Existing devices for conditioning of fluids have relied on
refrigeration with compressors, air-to-air intercoolers,
liquid-to-air, fluid misting of intercoolers, fluid injection or
ice bath chillers. These systems suffer from bulkiness, need to be
recharged (as misters and fluid injectors) and fragile support
equipment as with compressors, and are therefore unsuitable for
mobile devices such as vehicles. Similar problems occur with large
volume exchangers having correspondingly large pressure drops and
small temperature gains as in air-to-air intercoolers. Likewise,
requirements for reservoirs and ice baths as with ice chillers make
their use in vehicles inconvenient were vehicles are intended to be
mobile. Liquid misters and injectors require frequent replenishment
and sophisticated controls and nozzles, and reliability problems
are often experienced. A mister cooled turbo system set up for
maximum output would cause a host engine to self-destruct if fluid
was low or delivery portion became "clogged" in the mister
system.
Temperature directly affects the performance of an internal
combustion engine when under heavy loads. So that the ability to
cool the air input into an engine when under heavy loads will
directly increase efficiency and horsepower. Air charge temperature
also affects wear and reliability of engine components when under
heavy loads. Therefore, a lower temperature input when under heavy
loads will lengthen engine life, reduce emissions and improve
overall performance.
A number of attempts have been made to accomplish cooling of the
air just prior to engine intake. Specifically, active elements have
in the past been applied to intercoolers. However, said designs
such as Iaculio's U.S. Pat. No. 5,547,019, August 1996 would not
facilitate the desired results. The preferred embodiments described
by Iacullo require too much cooling from the thermoelectric
devices, resulting in the need for immediate response by the active
devices. This is not possible without massive peltier junctions and
thousands of amps current applied to the intercooler. Producing the
amount of heat removal required to chill the charged air to the
necessary temperature, would consume excessive power and result in
a continuous parasitic drain on the battery. The subsequent drag on
engine power would yield a considerable net loss of performance.
Iaculio's system will also have too slow a response time to be
effective with the type of loads, and under such conditions, that
can be characterized as "on demand operation". The intercooler in
Iacuilo's system does not give enough detail to demonstrate that it
will have sufficient capacity to cool charged air. An intercooler
located directly in the air path for normal operation will not be
capable of "storing" cold reserves for specific uses. No parallel,
by-pass or alternative air passage is envisioned to allow normal
operation of the system that will not deplete a reserve in an
exchanger. Chilling incoming air during conditions other than
wide-open-throttle (WOT) or heavy load, does not improve engine
efficiency and will result in a net power loss when compared to an
engine system without chilling. Iacuilo's system offers no
substance to counteract the above deficits and as disclosed does
not appear to be of sufficient capacity to cool the charged air.
Iacuilo also does not provide for practical control for embodiment
operation. For example, no WOT signal is discussed or provided
herein. And without strategic, adequate controls, requiring
operation of the Peltier Junctions in a steady-state condition
during vehicle driving is not practical. Furthermore, the heat
sinks surfaces proposed by Iacuilo do not appear sufficient to
afford adequate heat dissipation. Also, no isolation for heat or
moisture is provided around the heat pump hot or cold plates
thereby reducing efficiency, capacity, and heat pump life.
Kincaid, U.S. Pat. No. 6,758,193, July 2004 discloses a
super-chilled air induction apparatus that also includes a
thermoelectric cooling device. As Kincaid discloses his system
several shortcoming become oblivious. His design requires operator
interaction and supervisory input while driving. This may be
allowable for certain aftermarket applications, however, a lack of
sensors and actuators for an automated controller that monitors
engine as well as add-on chiller will restrict benefits and
applications of said systems. Additionally, an automated controller
could supervise temperature supplementation without driver
distraction and potential safety liabilities. Lacking in Kincaid's
disclosure is a smart controller (with a capable power switching
controller) that could additionally, assist in cold start operation
resulting in improved performance and reduce emissions; no
provisions are proposed for these capabilities by Kincaid. Heat
sinks as envisioned by Kincaid have no forced air features and will
function only marginally when vehicle is at a stop or in traffic.
Without adequate controller features and sensors such as with
Kincaid WOT condition is not sensed. Without a WOT signal available
to a robust controller said system will continue to draw large
amounts of current during high demand operation (when system is
intend to supplement performance) compromising performance. All
modem engine management systems disable large power drawing devices
during hard acceleration (i.e. air conditioning). This is necessary
to remove all non-critical parasitics for short power bursts.
Current designs, such as Pendelbury, U.S. Pat. No. 5,435,289 July,
1995 and Natkin, U.S. Pat. No. 6,748,934, June, 2004 make use of
air-conditioning systems for cooling of the water in air-to-water
intercoolers. For the latter, as evidenced by the referenced
testing results, the design can be implemented with desired
results. However, extensive modifications of vehicle ducting,
controls, vents, plumbing and engine compartment are required.
These requirements make such systems more expensive, more time
consuming to install, and more complicated to retrofit for existing
vehicles. Recently, these factors have become even more important.
For light vehicles, there is a premium value of space under hood.
Cars designed for racing competition seldom include vehicle air
conditioning systems. This makes air conditioner based intercoolers
impractical for these applications.
The air-to-water intercooler in Pelkey, U.S. Pat. No. 5,871,001
February 1999 is designed to remain directly in the airflow path
thereby eliminating the system's ability to rapidly overcome latent
heat build up. That patented design offers an alternative
embodiment that essentially substitutes an air conditioning dryer
which functions as a heat-dissipating radiator. While such an
approach could be physically implemented, the resulting embodiment,
as described by Pelkey, would suffer from the above-mentioned
shortcomings, and also have an overall loss of power in real
applications. That is, there is no advantage to conditioning during
normal driving because such cooling needs would be prohibitively
power demanding. Also, cooling response time (without a reservoir
of stored BTUs) is essentially non-responsive. Therefore an inline
cooling solution is compromised both in the ability to perform
under demand conditions as required in normal driving conditions
for passing, and for competition in drag racing type events. The
inline invention therefore will achieve no net benefits in the real
world applications.
Oberg U.S. Pat. No. 6,311,676, November 2001 discloses an
intercooler arrangement for a motor vehicle. Oberg addresses shapes
and types of intercoolers. Without active methods and requisite
controllers little is to be gained by Oberg's system. DeGrazia Jr.
U.S. Pat. No. 6,314,949, November 2002 discloses a vehicle
induction system. DeGrazia describes a system that uses air from
the interior of a vehicle and incorporating parts of vehicles HVAC
system in conjunction with magnets. While certain advantages may
seem available with these configurations connecting the input of an
internal combustion engine compromises the occupants air and sound
quality especially if a "back fire" should occur, risking fire and
contamination. Hudelson, U.S. Pat. No. 6,394,076, May, 2002
discloses an engine charge air cooler. Hudelson relies on the
vehicles air conditioning system to provide reduced temperatures
for an intercooler. While this may have some advantages the
complexity and additional plumbing under the hood will produce
little gain.
Hasegawa, U.S. Pat. No. 6,622,710, September 2003 discloses a
temperature inlet controlling system for a self-ignition combustion
engine. Hasegawa addresses the critical requirements of
self-ignition with a by-pass intercooler arrangement. Without
active elements and robust controllers added to this system full
temperature operation will not be possible. This includes very cold
weather where warming is necessary and very hot situations where
sub ambient conditioning of inlet air is required. Lindberg, U.S.
Pat. No. 6,247,460, June, 2001 discloses a vortex tube affixed to a
turbocharger, supercharger or intake manifold of an engine.
Applications of what is often referred to as the "Hilsch" vortex
tube are used in a variety of systems. While hot and cold fluids
can be separated by use of such tubes with compressed air (and to
some extent vacuum as described by Lindberg) the overall efficiency
of this type of system will be low. The resulting performance of
such a system will experience sufficient losses to mitigate any
real power gains. The trend toward smaller automobile engines is
driven by a need to meet targets for lower carbon dioxide
emissions. In order to achieve this goal, the auto industry is
introducing smaller engines that are more fuel-efficient, but
customers have come to expect a high level of performance.
Therefore, the solution is to use assisted aspiration technologies.
That is, a small engine with boosting that can match the peak power
of a larger naturally aspirated unit while still having the benefit
of using less fuel and exhausting lower CO2 emissions. The
intercooler is a natural complement to forced air aspiration
systems that naturally tend to heat the air as they compress.
Despite technological advances with intercoolers, several critical
weaknesses remain in all prior systems. Prior art does not provide
for large temperature gains in the charged air being by virtue of
being air-to-air based intercoolers. Of the active systems, prior
art runs the thermoelectric to drain engine power and does not have
a control mechanism to achieve efficiency of operation. Also
equipment for heat sink of prior art designs do not provide for
stationary operation or moisture build up around the cold plates.
Prior art which makes use of air-to-water or which make dual use of
the air conditioning system suffer from difficulty of installation
and their monopolization of precious under hood real estate. All of
the above are incorporated by reference as fully set forth herein,
describe devices for augmenting intake air.
SUMMARY AND OBJECTS OF THE INVENTION
Objects and Advantages of the Invention
In view of the above state of the art, the Flowing Fluid
Conditioner (FFC) seeks the primary goal of providing a system that
can assist in the implementation of smaller engines with reduced
fuel consumption, lowered emissions but maintaining performance of
larger engines these more efficient versions will replace. The
following objects and advantages realize this goal: a. It is a
primary object of FFC is to improve engine performance by reducing
air intake temperature for internal combustion engines
(self-igniting or sparked; boosted or normally aspirated). b. It is
another object of FFC to reduce emissions by reducing air intake
temperature for internal combustion engines (self-igniting or
sparked; boosted or normally aspirated). c. It is another object of
FFC to expand system operation flexibility by providing external
heat sink with forced air for heat rejection when a vehicle is
stationary or in traffic. d. It is another object of FFC to improve
cold starting and operation by warming air in cold weather. e. It
is another object of FFC to reduce cold operation emissions by
warming air during critical initial operation. f. It is another
object of FFC to increase system efficiencies with reduced device
length, improved device shape, and superior core materials. g. It
is another object of FFC to reduce system losses with improved case
insulation with advanced materials h. It is another object of FFC
to expand engine enhancement options to designers and modifiers
with temperature supplementation for critical loads. i. It is
another object of FFC to facilitate further applications with
multiple sensors and system flexibility to be automated and
controlled. j. It is another object of FFC to be of such compact
size that it can be fit into small spaces, for example in front of
or next to radiator, and under the vehicle hood. k. It is another
object of FFC to be battery powered (from vehicle or by auxiliary
source) thereby causing no parasitic drains and no power loss
during critical operation. l. It is another object of FFC is to be
compatible, that is the invention can be used in conjunction with
other devices. Thus FFC can be used along with or in place of
air-to-air or air-to-water intercoolers. m. It is another object of
FFC to be stackable, multiple stages of FFC can be serialized to
extend the temperature range. n. It is another object of FFC to be
array-able in order that multiple copies of FFC can be arranged in
parallel with any number of elements (active devices). o. It is
another object of FFC to be embeddable such that it can be built
right into devices such as existing intake or outlet pipes.
SUMMARY OF THE INVENTION
In accordance with the present invention, the Flowing Fluid
Conditioner (FFC) discloses a system that can assist in the
implementation of smaller engines with reduced fuel consumption,
lowered emissions while maintaining performance of larger engines
these more efficient versions will replace. FFC affords a simple,
flexible, reliable intake flowing fluid chiller/warmer system that
will raise or lower intake fluid temperature as required, or when
on demand by the device and system. The present invention is
specifically a flowing fluid conditioner system, which consists of
an active thermoelectric device, a collection of sensors, a thermal
exchanger/reservoir, fluid control valves, a by-pass pathway, and a
controllable fluid pathway. An external controller can regulate
relative amounts of electric current to the active cooling device
and control the valves to divert the path of airflow through the
multi-chamber (consisting of by-pass and controllable fluid
chambers) intercooler. Thermoelectric devices specifically Peltier
junctions or Thermotunneling diodes are known for their ability to
heat or cool by selection of power polarity to these devices.
Under differing engine conditions such as under low engine load or
high engine load, the flowing fluid conditioner system can respond
to signals from an external controller in order to optimize engine
operation efficiency and preserve battery charge. Typically, a
vehicle with FFC starting in a cold environment would pre-warm
exchanger/reservoir prior to start. When started (FFC will shut
down during cold cranking to minimize starting load) FFC will
continue to warm incoming air for initial performance and emissions
reductions. In contrast (changed conditions) a vehicle with FFC in
a warm environment will "charge" exchanger/reservoir cold before or
after starting. This exchanger/reservoir state of cold will be kept
cold in the insulated housing with a trickle current until a demand
condition accesses exchanger/reservoir for temperature conditioning
and additional available performance.
The FFC responds to signals from the controller to supply current
to the thermoelectric cooler that cause it to heat or cool
exchanger/reservoir. Command signals from controller also cause the
FFC to directly adjust the valve or valves to increase airflow
through the bypass chamber or divert airflow over the
exchanger/reservoir chamber to the engine.
As a result of the temperature of engine aspiration being lowered
on-demand, the engine wide-open throttle power is increased and
because a smaller displacement engine is able to produce more power
overall fuel efficiency can be increased. In the event that the
external controller signal fails, the failure position of the FFC
valve is in the normal aspiration position. The majority of
performance requirements when driving on streets and highways are
satisfied by short bursts of power on the order of less than thirty
seconds. Even drag races between performance vehicles are typically
staged for a quarter mile and completed in less than thirty
seconds. The FFC invention is ideally suited to be adapted to
hybrid and combination designs of superchargers and turbochargers,
but also with normally aspirated engine configurations. The FFC
invention can be used as an input to any system that can benefit
from the conditioning of hot or cold fluids.
The air conditioned by the FFC invention can be further used as an
input to any system that can benefit from cooling hot air to make
it denser as in a combustion engine to increase power or to warm
very cold air for improved starting. The FFC invention will also
function as an on-demand in line intercooler. The present invention
can work with existing air-to-air, water-to-water, or air-to-water
intercoolers. The FFC invention has a small footprint, which can be
built into housings, castings or adapters for very localized fluid
temperature conditioning. The present invention can also be
configured to condition the temperature of coolant in air-to-water
or coolant intercoolers that are used during on-demand
situations.
SUMMARY OF USES
Use of FFC provides means to facilitate reduction in fuel
consumption while retaining engine power. This can be accomplished
by reducing engine displacement and adding FFC resulting in lower
fuel consumption with retained power. FFC provides means to respond
to a controller, which monitors loads and temperatures and gives
engine inlet temperature requirements necessary to achieve the best
overall efficiency and therefore performance.
Use of FFC provides means to reduce emissions while retaining
engine power. Reducing engine displacement and adding FFC results
in lower emissions of pollutants with retained power. FFC provides
means to respond to a controller, which monitors peak loads and
temperatures and gives engine inlet temperature requirements
necessary to reduce combustion temperature and raise efficiency of
engine resulting in lower emissions.
Use of FFC provides means for smaller engines to produce expanded
power during high load conditions. Charge air temperature is
directly proportional to the efficiency of an engine, horsepower is
a way of expressing an engine's efficiency. FFC provides heating or
cooling to modulate incoming air temperatures allowing smaller
engines to run "harder" during high demand times and retain their
integrity and power.
Use of improved insulation in FFC improves thermal storage and
enhances FFCs ability to provide immediate response to a demand for
cooling and only needs a small peak current supply to release the
stored BTUs and afford instantaneous response with lower charged
air temperature. Use of improved insulation in FFC also prevents
heat soak and the resulting temperature penalty and thereby permits
the resulting design to be mounted in front of or in an engine
compartment. The insulation will allow the FFC to operate with a 50
to 100 deg advantage over conventional intercoolers.
BRIEF DESCRIPTION OF THE DRAWINGS
The following discussion assumes the reader is familiar with
internal combustion engines, heat flow, turbochargers,
intercoolers, and electronic controllers.
FIG. 1a is an exploded view of the preferred embodiment of the
Flowing Fluid Conditioner invention.
FIG. 1b is a front view of the preferred embodiment of the
invention.
FIG. 2a is a detailed view of internal'exchanger plate portion of
FFC invention.
FIG. 2b is a view of FFC housing with thermal dissipater portion
inside the invention.
FIG. 3a is a detailed view of the external thermal exchanger
portion of the FFC invention.
FIG. 3b is an assembled version of external thermal exchanger
portion of the FFC invention with fan.
FIG. 3c is a detailed view of external thermal exchanger portion of
the FFC invention with water heat removal.
FIG. 3d is a side view of thermal exchanger portion of the FFC
invention with induction air heat dissipation mounted on
housing.
FIG. 4 shows an on demand embodiment version of FFC with a
conditioning chamber and a by-pass chamber.
FIG. 5 shows an alternative embodiment version of FFC as an add-on,
to an existing intercooler system.
FIG. 6 shows a standard configuration of the preferred embodiment
of FFC invention.
FIG. 6a shows the internals of the preferred embodiment of FFC
invention.
FIG. 6b shows an alternative embodiment of FFC invention featuring
a radiator with spiraling exchange probes.
FIG. 6c shows an alternative embodiment of FFC invention with
multiple thermal exchangers capability.
FIG. 6d shows a flattened sheet for patterns for construction of
alternative embodiment as in FIG. 6b.
FIG. 7 shows a block diagram of FFC system functions.
FIG. 8 shows a representation of FFC attached to an engine.
While the invention may be susceptible to various modifications and
alternative forms, specific embodiments thereof are shown by way of
example in the drawings and will herein be described in detail. The
drawings may not be to scale. It should be understood, however,
that the drawings and detailed description thereto are not intended
to limit the invention to the particular form disclosed, but to the
contrary, the intention is to cover all modifications, equivalents,
and alternatives falling within the spirit and scope of the present
invention as defined by the appended claims.
TABLE-US-00001 Reference Numerals In Drawings Number Description
101 Flowing Fluid Conditioner 103 Insulating shell (double wall
non-thermally conductive i.e. composites or plastics) 104 intake to
conditioner 101 105 Housing (thermally conductive i.e. copper) 106
Outlet from conditioner 101 107 Exchanger plate (highly thermally
conductive internal i.e. copper, silver) 108 N/A 109 Holes,
turbulence inducing (multiple) 110 Power cable, 2 conductor, 10 ga.
Copper wire 111 Pump (Thermal, Peltier Junction,
http://www.tetech.com) 112 Power connections 12 28 v (+, -) 113
Exchanger (external dissipation highly conductive i.e. copper) 114
Screws (X4, stainless steel) 115 Radiator (external) MCX-4000
(http://www.cooltechnica.com) 116 Holes (mounting, threaded, X4)
117 Scoop (plasic, air direction) 118 Screws (X4, stainless steel)
mounting scoop to radiator 115 119 Plates (highly thermally
conductive i.e. copper) 120 Epoxy (securing plate(s) 119) 121 Holes
(mounting, threaded, X4) 123 Spacer (plates, conductive) 124
Actuator control/sense cable (RS 232 or 422) 125 Screws (stainless
steel) 127 Nuts (threaded, stainless steel) 128 Surface (exchanger
107) 129 Washer (lock, stainless steel) 131 Exchanger assembly
(air) MCX462 + T (http://www.cooltechnica.com) 133 N/A 134 N/A 135
Exchanger with fan 136 N/A 137 Fan Delta-WFB1212M
(http://www.cooltechnica.com) 138 N/A 139 Gasket 140 Power (fan, 12
V +, -) 141 Shroud plastic (fan, offset) 143 Exchanger (water)
MCW5002-PT (http://www.swiftnets.com) 145 External exchanger
(water) 147 Hose Clearflex tubing 3/8 or 1/2 inch
(http://www.swiftnets.com) 149 Pump (water) HydorL30-EU
(http://www.swiftnets.com) 151 Radiator BIPro-CustomBarbs-BLK
(http://www.swiftnets.com) 153 Fan JMC88 (http://www.swiftnets.com)
154 N/A 155 Reservoir Floppy-BayRez-UVBlue
(http://www.cooltechnica.com) 157 On demand intake embodiment 159
View port T1 Thermistor (or thermocouple) measuring incoming
(ambient) air temperature BC1485-ND, 470 K 3%
(http://www.digikey.com) T2 Thermistor (or thermocouple) measuring
incoming (internal) air temperature BC1485-ND, 470 K 3%
(http://www.digikey.com) T3 Thermistor (or thermocouple) measuring
chiller core temperature BC1485-ND, 470 K 3%
(http://www.digikey.com) T4 Thermistor (or thermocouple) measuring
chiller exiting air temperature BC1485-ND, 470 K 3%
(http://www.digikey.com) T5 Thermistor (or thermocouple) measuring
engine exhaust temperature BC1494-ND, 100 K 5%
(http://www.digikey.com) 161 Chamber (steady state) 163 Chamber
(containing plates 119) 165 Chamber (flow to radiator 115) 166
Shaft (connecting valves, stainless steel) 167 Valve (normal
butterfly, brass) 168 Power cable 2 pair, 10 ga. copper 169 Valve
(burst butterfly, brass) 170 Control cable operation and position
sensing, actuator 172, RS 232 or 422 171 Arm (valve, butterfly
operation) 172 Actuator for Arm 171, Type 56AA-12DC from
http://www.chemline.com 173 Holes, Temperature sensor T2 and T3 175
Chiller embodiment(water-to-water) 177 Valve a (divert chiller or
intercooler) 179 Valve b (divert chiller or intercooler) 181 Shroud
(existing) 183 Block (water) 185 Booster (existing turbo or
supercharger) 187 N/A 189 Temperature sensor (radiator) 190
Reservoir Floppy-BayRez-UVBlue (http://www.cooltechnica.com) 191
Cut-out Relay (existing) 193 Intercooler (existing water to water)
195 Penetrations (probe positioning) 197 Honeycomb diffuser
(internal radiator) 199 N/A 201 Overlap (left) 203 Overlap (right)
205 Overlap (left) 206 Flowing fluid conditioner overall system 208
Display cable 207 Flowing fluid conditioner display 209 CPU 210
Power cable 211 Memory 213 Real Time Clock 215 Cable to T1 T5
thermistors 216 Cable CPU209 to Controller 225 217 Air filter 219
By pass channel 221 Y combiner 223 N/A 225 Controller 5C7-388
Switcher supply with PWM (http://www.OvenInd.com) 227 Throttle
position sensor (TPS) (on vehicle) 229 TPS cable C1352-X-ND
(http://www.digikey.com) 231 Throttle body (on vehicle) 233 Engine
(on vehicle) 235 Exhaust manifold (on vehicle)
DETAILED DESCRIPTION OF THE INVENTION
Reference will now be made to the drawings wherein like structures
will be provided with like reference designations.
Hardware Overview of the Prefered Embodiment
FIG. 1a is an exploded view of the preferred embodiment of the
Flowing Fluid Conditioner for conditioning air for an internal
combustion engine. The Flowing Fluid Conditioner 101 consists of an
insulating shell 103 that surrounds a thermally conductive housing
105. Housing 105 contains the heat exchanger 107. Exchanger 107 is
comprised of plates 119 that feature multiple turbulence inducing
holes 109 for increased heat transfer efficiency. Exchanger 107
transfers thermal energy (hot or cold) from heat pump 111. Pump 111
in the preferred embodiment is peltier junction HP-199-1.4-0.8 (P)
from TE Technologies (www.tetech.com ). Multiple pumps can be
stacked for additional temperature differential. Identical
polarities will assure pump 111 compatibility. Power is provided
for supply of voltage from 112 over cable 110. Pump 111 has a
complimentary heat exchanger 113 with radiator 115 to be installed
over pump 111 for heat (or cold) removal. Radiator 115 is shown
with air scoop 117 for cooling in applications where airflow is
available, such as a moving engine. Exchanger 113, pump 111, and
radiator 115 are held against exchanger 107 by threaded holes 121
in housing 105 by stainless screws 114. Scoop 117 is secured to
radiator 115 at threaded holes 116 by stainless steel screws 118.
FIG. 1b is a frontal view of an assembled version of Flowing Fluid
Conditioner 101. This configuration is intended to maximize heat
transfer with minimal flow resistance. Fluids traveling through
housing 105 will be exposed to plates 119 for heat exchange. Plates
119 should be secured to housing 105 mechanically by use of slots
for plates 119 and secured with epoxy 120 or such bonding
techniques. Air (from similar or different sources) will be
collected in scoop 117 for heat removal, or collection from
exchanger 115.
FIG. 2a is an exploded view of exchanger 107 portion of the
preferred embodiment of the invention. Exchanger 107 is a stack of
parallel conductive plates 119 (three plates 119 are shown) and
conductive spacer plates 123 with mounting holes 122 (2 each). Gold
plating to resist corrosion of plates 119 may be desirable in harsh
environments. Spacers 123 are positioned to separate plates 119.
Spacers 123 (two spacers are shown) should be chosen to facilitate
the maximum thermal exchange with the least flow restriction.
Plates 119 and spacers 123 are bolted together through 2 aligned
holes 122 (in each plate 119 and spacers 123) with a stainless
steel bolt 125 (.times.2), stainless nut 127 (.times.2) and
stainless lock washer 129 (.times.2) to form a stack, exchanger
107.
FIG. 2b shows exchanger 107 protruding from housing 103. Surface
128 of exchanger 107 should be extremely flat and machining may be
required.
FIG. 3a is a detailed view of exchanger 131 portion of the
invention. Exchanger 131 consists of pump 111, thermal plate 113,
radiator 115, and scoop 117. Power is supplied over cable 110 from
power source 112. Screws 118 (.times.4), threaded holes 116
(.times.4) secure scoop 117 to radiator 115. Screws 114 (.times.4)
will secure radiator 115 to housing 105 (shown as holes 121 FIG.
1a).
FIG. 3b displays a self-cooling version of said exchanger.
Exchanger 135 is a modified version of exchanger 131 for
applications where sufficient airflow is not available (such as a
stationary vehicle). Exchanger 135 consists of thermal plate 113,
and radiator 115. An assembled version of this portion is available
from Swiftech (http://www.swiftnets.com), model MCX-400T. Power to
exchanger 131 (pump 111 is inside as in FIG. 1a) is carried over
cable 110 from power supply 112. Fan 137 such as EC1202M12CA from
Evercool (http://ww.cooltechnica.com), and a surround gasket 139.
Fan power is carried over cable 140 from power source 112 to
energize fan 137.
FIG. 3c is yet another alternative embodiment where direct fans are
not usable (i.e. hazardous environment). A water-cooled heat
exchanger embodiment 145 is employed. Exchanger 145 is comprised of
water block 143, such as MCW5000T from Swiftech, power is carried
over cable 110 from power source 112, gasket 139, and radiator 151
is shown. Hoses 147 such as ClearFlex 60 from Cool Technica
(http://ww.cooltechnica.com ) connect block 143 to output of liquid
pump 149 such as FloJet from PPL Motor Homes
(http://ww.pplmotorhomes.com/parts/rv-pumps-water-filters-fixtures--
1.htm#Water%20Pumps%20-%20Flojet) and radiator 151 such as Black
Ice Micro from CoolTechnica Radiator 151 has fan 153 such as
EC1202M12CA from Evercool (http://www.evercool.com) for thermal
exchange. Additional hose 147 connects radiator 151 to reservoir
155. Reservoir 155 filled with water or suitable coolant has
additional hose 147 connecting to input of pump 149. This
embodiment allows efficient cooling and remote heat exchange
(radiator 151), especially useful for applications such as
dynomometer testing and other non-mobile or restricted
applications.
FIG. 3d displays a side view of FFC 101 with an offset shroud 141
(approximately 45 degrees of offset). Air is taken in through inlet
104 and exits through outlet 106. Shroud 141 with fan 137 will
improve airflow over radiator 115 shown with housing 103, This
embodiment with fan 137 and shroud 141 is intended for improved
flow in stationary or similar applications.
FIG. 4 displays an on demand version 157 of the invention. Air
enters through inlet 104. A cut away or view port 159 allows
viewing into version 157 to depict the internal configuration. Air
entering through inlet 104 has three chamber openings. Chamber 161
is for normal airflow or steady state operation, essentially
straight through. Chamber 163 is for short bursts of conditioned
air and is isolated from airflow during normal operation. Chamber
165 is an integrated version of scoop 117. Chamber 165 collects
incoming air and circulates this air over radiator 115 on exchanger
131. Air will exit through outlet 106 and flows into standard
engine input for air or fluid flow. A shaft 166 connects butterfly
valves normal valve 167 and conditioned valve 169 in an either/or
configuration. Operation of shaft 166 is by arm 171. Arm 171 can be
controlled manually, by a dedicated controller or by a system
signal (such as Wide Open Throttle on a vehicle).
In typical operation, while blocked, by valve 169 being closed,
heat pump (111 in FIG. 1a) inside 131 would "charge" exchanger in
chamber 165 (as plates 119 in FIG. 1b) with power connections 112
over cable 110 while chamber 161 flows through to outlet 106 to
feed engine. When extra power is needed for passing or similar
requirements, operator will signal need with accelerator to floor.
With pedal to floor, WOT signal is present (or manual operation)
will actuate arm 171 close chamber 161 and open chamber 163. Fluid
will now flow through chamber 163 with exposure to exchanger in
chamber 163. Automated actuator 172 is connected to controller over
computer cable 170. Actuator 172 is powered by supply 112 over
power cable 168. Actuator 172 attaches over arm 171 to facilitate
operation without operator intervention. Temperature conditioning
will be accomplished. In the described application, colder air will
present a colder and denser fluid to the temperature sensor hole
173. Temperature sensor hole 173 can accommodate a vehicle intake
sensor that is connected to the vehicle computer and will then
adjust the vehicle air-fuel mixture. The vehicle processor will be
able to compensate when the intake air temperature is conditioned
and increase fuel richness for a power burst. Typically a
controller will charge conditioning chamber 163 during normal
operation and when chamber 163 is accessed power to exchanger 131
will be suspended to minimize pear current loads on engine
electrical system. If auxiliary power is incorporated this may not
be necessary. Further power gains can be realized by a mapping of
engine fuel and boost adjustments. Sizing of the heat pump, number
and size of plates, and the chamber diameter is based on demands of
the engine. Additional power can also be accomplished by use of
Turbo and/or Super chargers. Alcohol or water-injection may also be
desirable for some applications.
FIG. 5 shows an alternative embodiment 175 incorporated into a
charged intake system with water-to-water intercooler. Embodiment
175 is connected to an existing water-to-water intercooler system
(such as on Ford's 2004 Lighting Pick Up) by diverting valves 177
and 179 to lines that normally provide heat removal with pump 149,
fan 153, fan power 140, reservoir 155 (normally filled with water
or appropriate liquid), and radiator 151. (Ford's 2004 Lightning
Pick Up uses a different type of radiator but the function is the
same). A recharge cycle for the liquid in reservoir 155 is provided
when liquid is routed-through hoses 147 to water block 183 such as
TC-4 from Cool Technica. Block 183 is cooled by heat exchanger 131.
Block 183 liquid flow is routed to radiator 151 through additional
hose 147. Radiator 151 flows to reservoir 155 by additional hose
147 and directed by valve 177. Power to exchanger 131 is by
connections 112. Pump 149 during recharge will circulate fluid from
reservoir 155 through valve 179 and hose 147 to block 183. Cooled
fluids flow through hose 147 to valve 179 and back to reservoir
155. When recharged a temperature sensor 189 shuts off both pumps
(149 and 111) through power relay 191. When extra power is required
such as in passing or similar demand situations, the WOT signal
will turn on pump 149 and open valves 177 and 179 thereby flowing
cold liquid to water-to-water intercooler 193. Intercooler 193 with
heated compressed air from booster 185 through shroud 181 will now
be better able to reduce the temperature of the charged air passing
into the engine. A recharge cycle can be reinitiated following
system demand. This type of application is expected to be useful
for small and hybrid vehicles needing to climb hills and merge into
traffic in addition to their performance applications.
FIG. 6 shows housing 103 with exchanger assembly 131 mounted to
exchanger plate 107, shown to operate as chamber 163. Internal
exchanger embodiment variations are displayed in FIG. 6a through
FIG. 6c. In these embodiments conditioning is accomplished by
addition of exchanger 131 shown in this figure.
FIG. 6a shows the basic exchanger 107 mounting surface with plates
119 inside housing 105.
FIG. 6b shows a version of housing 105 of with thermally conductive
probes 195. Position for mounting-of exchanger 107 is shown. Probes
should be of sufficient length to meet at the center of housing 105
or to complete a tnansition from side to side. Probes 195 are
thermally secured and penetrating into the fluid flow chamber 163.
Probes 195 are configured in a spiral arrangement to maximize heat
transfer and minimize flow resistance to fluids flowing through
housing 105.
FIG. 6c shows a version of housing 105 containing two exchanger 107
mounting positions at a normal angle. These plates 119 (as shown in
FIG. 6a) at normal orientation form a honeycomb type diffuser 199.
This configuration looks much like a catalytic converter. Diffuser
199 is configured to maximize heat transfer and minimize flow
resistance to fluids flowing through housing 105. Depending on
volume requirements and recharge needs, multiple applications of
exchanger (s) 131 can be implemented.
FIG. 6d shows a flattened sheet for housing 105 with a pattern for
penetrations 197 (multiple for placement of probes 195.
Penetrations 197 can be made and probes 195 inserted. Sheet for
housing 105 is rolled into a form such as in FIG. 6b. Resulting
housing 105 is then wave soldered to attach overlaps (left overlap
203 and right overlap 205) and to thermally and physically secure
probes 195 to housing 105.
FIG. 7 shows a block diagram of my invention 157. Power is supplied
to CPU 209 and controller 225 by cable 110 from supply 112.
Thermistors (or thermocouples) T1, T2, T3, T4 and T5 for sensing
working temperatures of this embodiment are connected over cable
215. Air cleaner 217 filters incoming air for protection of system
components and engine parts. Incoming air temperature is monitored
at T1. Actuator 172 selects direction of incoming air flows by
controller 225 with signals from CPU 209. Temperature of air coming
into conditioner 101 is monitored at T2. Incoming air to be chilled
(or warmed) is directed through conditioner 101 and further
directed through combiner 221 into throttle body 231. Temperature
of conditioner 101 core is monitored at T3. Normal airflow is
directed by actuator 172 through by pass 219 to combiner 221 into
throttle body 231. Actuator 172 signaling from controller 225/CPU
209, control and monitoring is accomplished over cable 170.
Temperature of throttle body incoming air is monitored at T4.
Controller 225 provides supervision of current for conditioner 101.
Controller 225 receives power from supply 112 over cable 110 or
auxiliary batteries, ultra-caps or fuel cells. Sensor 227 provides
throttle position sensing to CPU 209 over cable 229. Sensor 227
exists on most vehicles and a common insulated connector/splitter
will facilitate sharing of TPS signal without compromising signal
integrity. Airflow proceeds as before with engine 233 receiving
conditioned air from throttle body 231. Exhaust 235 temperature is
monitored by T5.
FIG. 8 depicts an on demand embodiment 157 of the invention
connected to an engine 233. Air is taken in through air cleaner
217. T1 monitors temperature coming into air cleaner 217. T2
monitors fluid temperature entering conditioner 157. T3 monitors
temperature inside conditioner 157. Actuator 172 is shown connected
to controller 225 over actuator control/sense cable 124. Controller
225 is powered by extension of cable 110 from power source 112. CPU
209 is also powered by power source 112 over cable 110. Combiner
221 reunites bypass flow through by-pass 219 and conditioned flow
from 101 (see FIG. 7) into existing throttle body 231. T4 monitors
temperature-exiting conditioner 157. Throttle position is monitored
existing throttle position sensor 227. Sensor 227 is connected to
CPU 209 over cable 229. T5 monitors temperature of exhaust header
235. Controllers will combine the 5 temperatures (T1 through T5)
and TPS values and infer engine load efficiency and requirements
for conditioning of incoming air. FFC can also be combined with
existing vehicle CPU's to cooperate interactively (affecting spark,
fuel and other engine strategic mapping) for an improved solution.
CPU 209 interfaces to controller 225 and measures and controls
system operation. CPU 209 can additionally interface to vehicle
standards such as OBD-2 and CAN for integration or
supplementation.
SUMMARY OF ADVANTAGES OF THE INVENTION
From the description above, a number of advantages of the FFC
become evident: FFC provides a system that can assist in the
implementation of smaller engines with reduced fuel consumption,
lowered emissions but maintaining performance of larger engines
these more efficient versions will replace.
Use of thermoelectric heater/cooler permits greatly reduces the
dependence on moving parts leading to high reliability.
Use of thermoelectric heater/cooler give higher temperature
differential over passive temperature conditioning allowing small
size of components parts allowing the fit of FFC into small spaces.
Interface of intercooler controller to engine load permits virtual
and actual on demand selectivity of cooling for emergencies or as
required.
Use of thermoelectric heater/cooler permits powering of invention
by any battery or similar electrically equipped system.
Powering of the invention by electricity permits reliance on
auxiliary power sources and does not decrease overall efficiency
with parasitic drains on primary power systems.
Alternative embodiments show the invention design is such that it
is compatible alongside other devices such as air-to-air
intercoolers or auto air conditioners.
Multiple stages of the invention can be stacked to increase
temperature range for effective heating/cooling.
Alternative embodiments build the invention into existing devices
such as existing inlets or outlets connectors.
Alternative embodiments build the invention into water-to-water
systems by chilling water rather than air.
Multiple instances of the invention can be incorporated in a given
system because of operation independent of parasitic powering
sources.
In addition FFC compliments other technologies such as auto air
conditioners or any flowing fluid system for additional
benefits.
Installation and Operation
Pre-Installation FIGS. 1 4
For installation preparation, operator will assemble heat pump,
internal exchanger, and external exchanger (radiator). All
interfaces to Thermal Electric Coolers (TEC) require tight thermal
interfaces. All assemblies should meet manufacturer's torque
requirements (available from web site listed with drawings). Insert
internal exchanger into housing, tighten securely, insulate. Mount
TEC onto internal exchanger. Mount radiator, sandwiching TEC
between internal exchanger and radiator. Using appropriate size
reinforced silicone tubing and adapter, insert assembled housing
into airflow inlet or between turbo, supercharger, intercooler, and
throttle body inlet. When FFC is configured as an inlet, assure use
of an efficient and capable air filter. Connect sufficient power
supply using desired technique and source (battery, fuel cell,
etc.).
Installation FIG. 8
To install an FFC installer will 1. Remove existing engine air
intake at throttle body 231. 2. Connect output of combiner 221 to
throttle body 231 with appropriate size reinforced silicon hose and
clamps. 3. Connect cable 215 from CPU 209 to ends to T, T2, T3, T4,
and T5 4. Attach air cleaner 217 to inlet of conditioner 157. 5.
Connect throttle position sensor 227 to cable 229 with appropriate
splitter (maintaining signal to existing engine controller. 6.
Connect power cable 210 to source 112 or auxiliary power.
Operation
FFC operation is available when system is charged and a WOT signal
is present from the throttle position sensor such as with on-demand
uses. Additional capabilities and functionality can be accomplished
with further processor logic and controls. Further benefits will
also be realized with the addition of boosting incoming air
pressure coming into conditioner 157.
A frontal Air-to-Air configuration allows FFC to be placed inline
with the air intake by replacing the stock intake system and
remounting the intake temperature sensor. As an example in a
normally aspirated internal combustion engine driving on a hot
summer day with 100 deg. F. taken into the induction; every
10-degree intake temperature drop will yield up to a 10% efficiency
increase. With a boosted (such as a supercharger or turbocharger)
engine the amount of boost is directly proportional to the
temperature increase of the charged intake air. FFC will reduce the
charged intake air, increasing efficiency and horsepower. Further
gains can be exploited with engine re-mapping (spark and fuel curve
adjustments), and addition of alcohol or water injection into
conditioned intake will allow further performance improvements.
CONCLUSIONS, RAMIFICATIONS, AND SCOPE
Accordingly, the reader will see that FFC capabilities of this
invention can be used to improve the performance, efficiency and
life span of systems using this technology. Specifically, FFC
provides a system that can assist in the implementation of smaller
engines with reduced fuel consumption, lowered emissions but
maintaining performance of larger engines these more efficient
versions will replace. In addition, with few moving parts FFC is
very reliable. FFC's minimal size allows uses in many applications.
Furthermore, the attributes mentioned above will allow FFC to
complement existing systems and devices. Additionally, operational
flexibility will allow "on-demand" use, pre-charging FFC will allow
more power to be available during peak demand periods.
Further, FFC housings can be built into existing orifices and fluid
housings (such as air manifolds or boosting devices). Multiple FFC
can be inserted into systems i.e. intake, between turbo and
intercooler, between intercooler and inlet. Multiple devices can be
in serial, parallel, or stacked (as a sandwich) arrangements for
desired results.
Other applications include: a. Pre-chiller (or warmer) for air
conditioning b. Fluid chiller/warmer for fuel, transmission,
steering, or differential systems. c. Emergency fluid
conditioner.
Advantages to fluid flow conditioning are dependant on specific
applications. Internal combustion engines only require temperature
reduction during peak power applications. An FFC on demand
facilitates the temperature control while minimized battery drain.
The capacity for chilling compressed fluids is stored in the
internal heat exchanger (plates, probes or diffuser) and energized
from battery or auxiliary power. This allows the energy stored in
the exchanger and battery during normal or braking conditions to be
stored up and used during peak demand situations e.g. passing,
freeway merging, and hill climbing.
Multiple implementations or stages of FFC can be configured to
maximize power for specific applications. Hybrid vehicles with very
small engines and electric motors are ideal for FFC applications.
Electric superchargers will work particularly well (due to their
similar "on demand" operation and battery power) and be more
effective (higher horsepower and torque with FFC's incoming air
temperature reductions).
In this patent, certain U.S. patents, U.S. patent applications, and
other materials (e.g., articles) have been incorporated by
reference. The text of such U.S. patents, U.S. patent applications,
and other materials is, however, only incorporated by reference to
the extent that no conflict exists between such text and the other
statements and drawings set forth herein. In the event of such
conflict, then any such conflicting text in such incorporated by
reference U.S. patents, U.S. patent applications, and other
materials is specifically not incorporated by reference in this
patent.
Further modifications and alternative embodiments of various
aspects of the invention will be apparent to those skilled in the
art in view of this description. Accordingly, this description is
to be construed as illustrative only and is for the purpose of
teaching those skilled in the art the general manner of carrying
out the invention. It is to be understood that the forms of the
invention shown and described herein are to be taken as examples of
embodiments. Elements and materials may be substituted for those
illustrated and described herein, parts and processes may be
reversed, and certain features of the invention may be utilized
independently, all as would be apparent to one skilled in the art
after having the benefit of this description of the invention.
Changes may be made in the elements described herein without
departing from the spirit and scope of the invention as described
in the following claims.
* * * * *
References